Combined throttle and governor for explosion-engines.



No. 788,929.. I PATENTED MAY 2, 1905.

'O. MINTON.

COMBINED THROTTLE AND GOVERNOR FOR EXPLOSION ENGINES.

APPLIOATION FILED MAY 6 1904.

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0. MINTON. COMBINED THROTTLE AND GOVERNOR EOE EXPLOSION ENGINES.

APPLICATION FILED MAY 6. 1904.

2 SHEETS-SHEET 2.

w R} MOON 0 40 in Q0 k k i 3 Q i 'z i 1 m E o o N 3 b: @N g 9g v r w By ATTO E NrTED STATES Patented May 2, 1905.

PATENT FFICE.

OGDEN MINTON, OF NEW YORK, N. Y.

SPECIFICATION forming part of Letters Patent No. 788,929, dated May 2, 1905.

Application filed May 6, 1904. Serial No. 206,751.

To rtZZ whom, it nccty concern.-

Be it known that I, OGDEN MINTON, a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Combined Throttle and Governor for Explosion Engines, of which the following is a full, clear, and exact description.

This invention relates to a combined throttle and governor for explosion-engines, and has special reference to explosion engines designed for use upon automobiles and other vehicles.

The principal object of the present invention is to provide between a governor of any suitable design and the gas-inlet valve of an explosion-engine a connection whose length may be varied so as to adapt the action of the governor and valve to the load carried by the engine.

With the object above stated and others of minor character in view, as will hereinafter appear, the invention consists in a novel combination and arrangement of parts, as hereinafter fully described, and having the novel features thereof clearly pointed out in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in both views.

Figure 1 is a view in elevation of an engine of the four-cylinder type having the invention applied thereto; and Fig. 2 is adiagrammatic plan view of the invention, distorted somewhat in order to show more clearly the nature of its operation, the throttle-valves being shown in a plane at ninety degrees from that in which they would appear in a true side elevation.

Referring to the drawings, E designates the engine as an entirety, the cylinders of which are designated 1. The engine shown is of the vertical cylindrical type, and extending transversely of the cylinders at their lower ends is a main shaft 2, provided at one end with a fly-wheel 3 (shown in somewhat fragmentary form in Fig. 1) and having at the other end a pinion 4, which meshes with a gear-wheel 5 upon a shaft 6, upon which the governor is mounted. The governor maybe of any approved type, but in the form of the invention illustrated comprises the weights 7, mounted at the ends of arms 8, pivotally connected with lugs at opposite sides of a collar 9, which is rigidly secured upon the shaft 6, near its end. Extending from the weights 7 are two rods or bars 10, each of which is pivotally connected at one end to one of the weights 7 and at the other end is pivotally connected with a collar 11, which is slidable upon the shaft 6. The two weights are connected by springs 12, which tend to draw the weight toward the shaft 6 and to oppose the centrifugal tendency of the weights when the shaft is in rotation.

Between the collar 11, which slides upon the shaft 6, and the engine-frame another sliding collar, 13, is loosely mounted upon the shaft 6, so that the shaft may turn therein, and a spring 14 is disposed between this collar and the engine-frame to force the said collar outward toward the end of the shaft 6 and keep it in contact with the collar 11 above mentioncd.

The collar 13 has upon the upper surface thereof a pin 15, which forms a pivot about which a lever 16 turns. This lever is pivotally connected at 17 with a link 18, which is in turn pivoted to the engine-frame at 19, as diagrammatically indicated in Fig. 2. The link 18 is attached to the shorter arm of the lever 17 and merely serves to permit the movement of the lever with the collar 13, which would be prevented if the lever were pivoted directly to the engine-frame. The longer arm of the lever is pivoted at 20 to a link 21, which is in turn pivoted at 22 to a short link 23 and a longer link 24, which .forms, together with the link 21, a togglejoint connecting the end of the lever 16 with mechanism for controlling the supply of gas to the engine.

The link 24 may be connected with any preferred type of valve for controlling the supply of gas to the engine; but in the form of the invention illustrated the link 24 is connected with a T-lever 25, interposed between links 26, which control two separately-movable valve members 27, which serve to regulate the supply of air to the 'carbureter of the engine. The T-lever 25 is connected by a link 28 with a T-lever 29, similar in all respects to the lever 25, and connected by links 30 with valve members 31, which control the supply of gas to the engine.

At the end of the link 23 opposite that which is pivoted at 22 the said link is pivotally connected with a bell-crank operating-lever 32, which turns about a fixed pivot 33 and is preferably arranged adjacent to a segmental rack 34, by means of which the lever 32 may be secured in adjusted position.

From the foregoing description it will be readily seen that when the engine is in operation the rotation of the shaft 6 will cause the weights 7 to move outward in opposite directions from the shaft against the pull exerted by the springs 12 and that such outward movement of the weights will impart to the collar 11, through the links 10, a sliding movement toward the gear-wheel 5. As the collar 13, to which the lever 16 is pivoted, is held in contact with the collar 11 by the spring 14, it is evident that the outward movement of the collar 11 will be accompanied by a similar movement of the collar 13, and this movement of the collar 13 will cause the lever 16 to swing about the pivot 17, so that the other end of the lever, to which the link 21 is pivoted,will have a considerable swing, and this movement of the lever 16 will cause the T-lever 25 to be turned-about its pivot and impart movement through the links 26 to the valve members 27, so as to reduce the supply of air to the carbureter. As the T-lever 25 is connected with the T-lever 29, so that the movement of one T-lever must invariably be accompanied by a similar and equal movement of the other, the valve members 31 will be simultaneously actuated by the links 30 to reduce the supply of gas to the engine.

In the action of the governor as above described no account has been taken of the part played by the bell-crank lever 32 and the link 23. These parts serve to adjust the position of the links 21 and 24 with relation to each other by shifting the pivotal point22. When the bell-crank lever 32 is adjusted in position and secured in the adjusted position by the engagement of a suitable latch with the curved rack-bar 34, the angle between the links 21 and 24 will bedetermined to some extent by the position of the lever, and consequently the'effective length of the connection between the lever 16 and the mechanism controlling the valves will be dependent upon the position of the bell-crank lever 32.

When the engine is running under a light load and a comparatively small amount of gas is required, the bell-crank lever will be set so that the connection between the lever 16 and the valve-actuating mechanism is short, and thena slight increase of speed will at once cause a considerable reduction in the amount of gas admitted to the engine. lf, however, the engine is heavily loaded, the bell-crank lever 32 must be set so as to bring the links 21 and 24 almost into alinement, so providing for the admission of a relatively large amount of gas to the engine in order to maintain the required speed.

As road-vehicles operate upon constantlyvarying grades and upon roads differing greatly in smoothness, it is obvious that some means of varying the length of the connection between the governor and the valve which supplies gas to the engine must be provided if an approximately uniform speed is to be produced under the varying conditions of load and roadway. This is completely and effectively accomplished by the mechanism above described, and the simplicity of the connection as well as its ease of operation are among its special advantages.

While I have described and illustrated the invention as embodied in an engine provided with a special form of governor, special form of supply-valves, and with a toggle-joint connection between the governor and valves, I do not wish to be understood as limiting my self to the forms of these structures shown, as it is obvious that the results sought may be attained with'devices of different forms arranged in a somewhat similar manner.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. The combination with an explosion-engine having a rotating shaft, of a centrifugal governor mounted on the shaft and including a sliding collar, a link pivoted to the governor and to the collar, a lever, means for causing the lever to move with the sliding collar, a gas-supply valve and a toggle-joint having one link thereof pivoted to said lever and the other connected to said supply-valve, and an adjustable lever connected to the toggle-links at their pivotal point for varying the effective length of the joint.

2. The combination with an explosive-engine, of a centrifugal governor including a sliding collar, alink pivotally connected to the governor and collar, a second sliding collar, means for holding the second collar in contact with the first-mentioned collar, a lever pivoted upon said second sliding collar and having a movable fulcrum independent of its connection with said sliding collar, a gas-supply valve, and a connection between said lever and said supply-valve, said connection having avariable effective length.

3. The combination with an explosion-engine, of a governor including a movable member, a gas-supply valve, and connections between said lever and said supply-valve, comprising a pair of toggle-links, a bell-crank lever connected with said togglelinks at their pivotal point, and means for securing said bell-crank lever in adjusted position.

4. The combination with an explosion-engine, of a centrifugal governor including a sliding collar, a link pivotally connected with the governor and collar, a second sliding collar, means for holding the second collar in contact with the first-mentioned collar, a lever pivoted upon said second sliding collar and having a movable fulcrum independent of its connection with said sliding collar, a gas-supply valve comprising two reciprocable plates each havinga passage therethrough, a bell-crank connected with both of said plates, a togglejoint connecting said bellcrank with said lever, and means for varying the effective length of said toggle-joint.

5. The combination with an explosion-engine, of a governor including a movable member, a gas-supply valve comprising two reciprocable plates having registering openings therein, a bell crank connected with said plates for reciprocating them, a lever connected with said movable member, a togglejoint connecting said bell-crank and said lever, a link connected to said toggle-joint at its pivotal point, a bell-crank pivotally connected with said link, and means for securing said bell-crank in adjusted positions.

In testimony whereof l have signed my name to this specification in the presence of two'subscribing witnesses.

OGDEN MINTON.

Witnesses:

FRANCIS L. MINTON, CORNELIA O. MINTON. 

